BOMBARDIER BD-100-1A10, Operating Manual

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HYDRAULICS
May 06/2005 Flight Crew Operating Manual Volume 2
REV 2 CSP 100-6
13-01-01
INTRODUCTION
The Challenger 300 has a left and right hydraulic system that are independent from each other, and an auxiliary system that
is tied to the right hydraulic system. The left, right, and auxiliary systems are controlled from the HYDRAULICS panel,
located immediately to the right of the throttle quadrant on the center pedestal. The hydraulic systems normally operates at
3000 psi and uses Fire Resistant Phosphate Ester based MIL-H-5440 Type II fluid. The left and right hydraulic systems are
both powered by Engine-Driven Pumps (EDPs) which are backed up by a DC Motor-driven Pumps (DCMPs)
. The left and
right hydraulic systems DCMPs are powered by the electrical DC bus supplied by the generator on the engine opposite the
engine which drives the EDP. Thus, hydraulic power is provided for the left and right systems after any single engine fail-
ure. After the loss of the left and right hydraulic systems, the lower rudder PCU will be powered by the AUX hydraulic
system.
The L DCMP is powered by the R MAIN DC bus. There is no battery backup for the R MAIN DC bus. If the right DC
generator fails, the R MAIN DC bus can be powered by the L DC generator or the APU.
The R DCMP is powered by the L ESS bus. The bus can be powered by the right dc generator or the APU if the left DC
generator fails. If no generators are operational, the R DCMP will only automatically start if the pilot selects the flaps to a
non-zero position.
If only one generator is operational on the airplane, then only one of the L or R DCMPs is operational,
(one DCMP is load shed from the good hydraulic system with the R DCMP taking priority over the left DCMP if both EDPs
are failed). AUX DCMP is not load shed for single generator operation.
The AUX DCMP is powered by the L ESS bus. There is battery backup for this bus, but the battery size is limited and only
powers this DCMP for the last few minutes of flight. The L ESS bus can be powered by the R DC generator or the APU if
the L DC generator fails.
In case of total generator failure, the pilot can select the AUX DCMP off until just prior to landing to conserve battery pow-
er. The elevators will be in manual reversion, and the rudder will also be in manual reversion if the auxiliary hydraulic sys-
tem fails. In addition, roll assist with roll spoilers will be lost. The ailerons are strictly manually controlled through cables
and pulleys. Due to the loss of flaps, thrust reversers, and lift dumping devices, the aircraft landing distances will
be significantly increased.
REV 2